Just got a hold of the Q400, getting to understand the checklists and the systems. This video is most useful. You give us the relevant info and details, while not going too deep to lose us halfway. You manage to do it efficiently in a reasonable amount of time. I will look at the rest of this series of videos. Thanks for making this professional quality demonstration for us.
It's been a while, and I've rewatched this series to refresh. I know this is an older video, but I'm hoping you'll see this and help me out! There are two questions I've got for you guys. The first one being, when you are getting your vspeeds, and your weight is between two published sets of numbers. Something like, (random numbers) 57,000 lbs, and the next weight listed is 59,000 lbs. Your weight is 58,200. Do you round up, for the vspeeds, or do you round down? The second question is wind additive. What is the rule? Something like, half the steady state up to __, and full gust up to __? These aren't issues I've seen discussed regarding the dash 8. I super appreciate any guidance you could give. Again, thanks for a great video series!
Thanks, glad you enjoyed this one, we had a lot of fun making it back in the day. You always use the higher weight figure when rounding, even if you’re only one lb (or kg) over! Speed additives depend on individual airline ops, my one uses half the steady wind and all of the gust factor with a minimum of 5kts.
In the co-pilot's preflight flow, did you set up the captain's side switches, but do you do it while standing? I don't think you can sit down and extend your arm from the co-pilot's side and still not reach.
When you're doing the first flight checks, you'd tend to swap between seats while you're doing it. As it tends to be the captain doing the walkaround on the very first flight, no-one gets in your way! Upon entering the flight deck, the FO usually occupies the left seat first and starts the checks from there. Hope this helps!
You do a check before every flight (because why wouldn't you!?), but the first tends to be a little more intensive to cover things that might have been affected overnight!
@@kishio.m2956 If you are referring to the rudder hydraulic actuators, these are tested after engine start (in the part 2 video!) and before taxi. If you're referring to the rudder trim, this is always checked on the first flight and appears to have been missed by my mostly able FO! You'd check all 3 trimmers (move all the way through the range) during the flow, but remember to take off the gust lock to check the aileron trim!
Hi Jackamo, Thanks for the question! So I'm assuming we're talking in flight here? First you'd be using your QRH (Quick Reference Handbook) which is used in flight for any problems. The first indication may be (it could be slow to appear) 'IAS Mismatch' as was visible on the ADC test in this video. There are 3 pitot tubes on the Q400, one for each side and a further for the ISI (Integrated Standby Instrument). If a primary one is blocked, you can change the ADC source to the other ADC if yours is the incorrect (or blocked) system. This can be checked by comparing with your ISI. Finally if your pitot heat isn't working, you would be advised to remain outside of icing conditions for the remainder of the flight! Hope this helps.
Fly From Home Thanks, I didn’t know the Q400 had 3 pitot tubes! Is this standard for most medium and large aircraft or do some aircraft (like the Boeing 747) have more than 3?
@@jackamo1997 I'd assume for larger aircraft it is relatively standard across the board. Even some smaller aircraft have at least 3 instruments reading essential air data. On the bigger aircraft they may even have another ADC (or air data computer if that wasn't clear) so could potentially go up to 4 or even more pitot systems!
I am confused by your assertion that the q400 has no IRS ? According to an article from Horizon Air called ' In the Flight Deck', they state quite clearly that it has ( at least THEIRS has??) Could you clarify?
Hi! Thanks for the message. Whilst you're quite right, the Q400 does indeed have an option for an IRS, in the 60 odd different Q400s I've flown, none had IRSs (or HGS for that matter). It seems that extras such as the IRS and HGS weren't that popular, perhaps relating to the type of operation (higher latitudes, high likelihood of LVPs etc). For the purposes of my videos I've just operated with them not being fitted, although many FFS I've trained in (also home simulator addons) do seem to include these rare upgrades. Hope this helps. Jimbo
Just got a hold of the Q400, getting to understand the checklists and the systems. This video is most useful. You give us the relevant info and details, while not going too deep to lose us halfway. You manage to do it efficiently in a reasonable amount of time. I will look at the rest of this series of videos. Thanks for making this professional quality demonstration for us.
I know I'm late to the party! But I am extremely happy you produced this work! I've been looking high and low for a real dash 8 pilot to learn from!
Glad you enjoyed it 😊
tfw no Kitty FO :c
It's been a while, and I've rewatched this series to refresh. I know this is an older video, but I'm hoping you'll see this and help me out! There are two questions I've got for you guys. The first one being, when you are getting your vspeeds, and your weight is between two published sets of numbers. Something like, (random numbers) 57,000 lbs, and the next weight listed is 59,000 lbs. Your weight is 58,200. Do you round up, for the vspeeds, or do you round down? The second question is wind additive. What is the rule? Something like, half the steady state up to __, and full gust up to __? These aren't issues I've seen discussed regarding the dash 8. I super appreciate any guidance you could give. Again, thanks for a great video series!
Thanks, glad you enjoyed this one, we had a lot of fun making it back in the day. You always use the higher weight figure when rounding, even if you’re only one lb (or kg) over! Speed additives depend on individual airline ops, my one uses half the steady wind and all of the gust factor with a minimum of 5kts.
In the co-pilot's preflight flow, did you set up the captain's side switches, but do you do it while standing?
I don't think you can sit down and extend your arm from the co-pilot's side and still not reach.
When you're doing the first flight checks, you'd tend to swap between seats while you're doing it. As it tends to be the captain doing the walkaround on the very first flight, no-one gets in your way! Upon entering the flight deck, the FO usually occupies the left seat first and starts the checks from there. Hope this helps!
@@FlyFromHome
Thanks for the kind answer!
Do you do the walk around only on the first flight of the day and not on every flight?
You do a check before every flight (because why wouldn't you!?), but the first tends to be a little more intensive to cover things that might have been affected overnight!
@@FlyFromHome
Thank you! One more question: won't the rudder actuator test be performed on the first flight of the day?
@@kishio.m2956 If you are referring to the rudder hydraulic actuators, these are tested after engine start (in the part 2 video!) and before taxi. If you're referring to the rudder trim, this is always checked on the first flight and appears to have been missed by my mostly able FO! You'd check all 3 trimmers (move all the way through the range) during the flow, but remember to take off the gust lock to check the aileron trim!
What are the standard emergency procedures for if the pitot tube becomes blocked or is iced up and pitot heat is not working?
Hi Jackamo, Thanks for the question! So I'm assuming we're talking in flight here? First you'd be using your QRH (Quick Reference Handbook) which is used in flight for any problems. The first indication may be (it could be slow to appear) 'IAS Mismatch' as was visible on the ADC test in this video. There are 3 pitot tubes on the Q400, one for each side and a further for the ISI (Integrated Standby Instrument). If a primary one is blocked, you can change the ADC source to the other ADC if yours is the incorrect (or blocked) system. This can be checked by comparing with your ISI. Finally if your pitot heat isn't working, you would be advised to remain outside of icing conditions for the remainder of the flight! Hope this helps.
Fly From Home Thanks, I didn’t know the Q400 had 3 pitot tubes! Is this standard for most medium and large aircraft or do some aircraft (like the Boeing 747) have more than 3?
@@jackamo1997 I'd assume for larger aircraft it is relatively standard across the board. Even some smaller aircraft have at least 3 instruments reading essential air data. On the bigger aircraft they may even have another ADC (or air data computer if that wasn't clear) so could potentially go up to 4 or even more pitot systems!
I am confused by your assertion that the q400 has no IRS ? According to an article from Horizon Air called ' In the Flight Deck', they state quite clearly that it has ( at least THEIRS has??)
Could you clarify?
Hi! Thanks for the message. Whilst you're quite right, the Q400 does indeed have an option for an IRS, in the 60 odd different Q400s I've flown, none had IRSs (or HGS for that matter).
It seems that extras such as the IRS and HGS weren't that popular, perhaps relating to the type of operation (higher latitudes, high likelihood of LVPs etc). For the purposes of my videos I've just operated with them not being fitted, although many FFS I've trained in (also home simulator addons) do seem to include these rare upgrades.
Hope this helps. Jimbo
Who is "we"? Are you referring to yourself as "we"?
There are two of us in this video.